CN113906234A

CN113906234A - Friction device with a coupling insert

Info

Publication number: CN113906234A
Application number: CN202080038308.9A
Authority: CN
Inventors: A·G·博登
Original assignee: RFPC Holding Corp
Current assignee: RFPC Holding Corp
Priority date: 2019-06-11
Filing date: 2020-06-11
Publication date: 2022-01-07
Anticipated expiration: 2040-06-11
Also published as: US11713792B2; CN117366140A; US20220049749A1; WO2020252109A1; CN113906234B; BR112021022551A2

Abstract

A trim insert for a friction device includes a body having a trim surface configured to engage a wheel, opposing first and second sides intersecting the trim surface, and opposing third and fourth sides intersecting the trim surface. Each of the first and second side portions extends from the third side portion to the fourth side portion. The body comprises one or more of the following: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive a friction material of the friction device; and/or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

Description

Friction device with a coupling insert

Cross Reference to Related Applications

This application claims priority to united states provisional applications nos. 62/859,951 and 62/860,065, filed 2019, 11/06/11, both of which are incorporated herein by reference in their entirety.

Technical Field

The subject matter described herein relates to a friction device having a wheel conditioning insert (wheel conditioning insert) and/or a bonded tread conditioning insert with improved bonding characteristics.

Background

Various types of friction devices (e.g., brake shoes) having different compositions are used to achieve specific braking requirements. For example, these compositions may include cast iron and other types of friction materials specifically formulated for many intended applications. These different types of friction materials exhibit a number of unique different frictional characteristics on the wheels of a rail vehicle, particularly on the wheel treads.

These different types of friction materials typically exhibit a number of unique and different friction characteristics. For example, such friction characteristics include both high friction materials and low friction materials that are typically selected according to braking performance requirements. Secondary beneficial functions may also be considered in selecting the friction material, such as repairing a wheel surface that may have surface defects. These benefits may be achieved by adding an insert of friction material within the friction device.

Some friction devices have a friction material insert disposed therein. For example, U.S. patent No. 6,241,058 to Schute describes such a friction device. Fig. 1-5 illustrate a friction device 10 having a wheel truing insert 6 disposed therein. The friction means comprises a bottom plate 3, the bottom plate 3 preferably being made of a metallic material, such as steel, but other reinforced composite materials suitable for rail vehicles may also be used. The backplane includes a key bridge 1. The key bridge may be integrally formed with the base plate or the key bridge may be attached prior to installation of the friction device. The base plate further comprises a pair of rejection lugs (rejection lugs) 2, which rejection lugs 2 may also be integrally formed with the base plate and extend from the top surface of the base plate. The repelling lug is sized and positioned such that it mates with a corresponding repelling lug receptacle (not shown) on a corresponding brake head (not shown). The repelling lug may be configured to be compatible with a variety of brake heads, or the repelling lug may be configured to correspond only with a specific type of brake head to prevent the friction device from being installed on an improper brake head.

As shown in fig. 3 and 4 of Schute, a composite friction material 5 extends from the sole plate to provide the required friction and braking force when forced against the tread of the rail vehicle wheel. The composite friction material has a generally arcuate braking surface 7 to conform to the shape of a wheel of a rail vehicle (not shown). Embedded in the composite friction material is a wheel trim insert. The wheel trim insert is completely encapsulated by the composite friction material, but after repeated use of the friction device, the composite friction material wears and exposes the wheel trim insert to the wheel of the rail vehicle. When the friction device is applied to a wheel of a rail vehicle, the braking surface of the composite friction material applies a braking force to the wheel. Wheel truing inserts also apply a braking force to the wheel, but the inserts are also used to tru the wheel, eliminating defects such as peeling (shell) or spalling (ball).

The addition of the wheel trim insert may reduce the stability of the composite friction material surrounding the insert. Specifically, the use of wheel trim inserts may cause the friction device material around the wheel trim insert to crack, degrade, or loosen. It would be desirable to have a better bond or attachment between the friction material insert and the friction device material to prevent cracking or degradation of the friction device material.

Furthermore, since braking performance is a primary function of the friction device, the use of lower types of friction materials may be sufficient for braking purposes. However, lower types of friction materials do not take into account the secondary beneficial function of repairing the wheel tread. The wheel tread may have certain surface defects such as peeling or flaking. Eliminating these defects generally extends the useful life of the wheel being used.

A friction device surface may be used that would be active in repairing the wheel surface. However, such designs may not provide adequate levels of friction for braking and may also have the disadvantage of generating a large amount of sparks during braking which may lead to dangerous conditions. There is another friction device design which is a brake shoe material made entirely of a positive abrasive type material; however, such shoes must be applied after very low speed braking and then immediately removed.

Disclosure of Invention

In view of the above, there is a need for a friction material insert for a friction device (e.g., brake shoe) to increase the mechanical bonding properties between the friction material insert and the friction material of the friction device, including improved shear or pull-off strength.

In one embodiment, a trim insert for a friction device includes a body having a trim surface configured to engage a wheel, opposing first and second sides intersecting the trim surface, and opposing third and fourth sides intersecting the trim surface. Each of the first and second side portions extends from the third side portion to the fourth side portion. The body comprises one or more of the following: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive a friction material of the friction device; and/or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

A friction device for a wheel includes a friction material configured to engage a surface of the wheel to slow or stop movement of the wheel, and a trim insert embedded in the friction material. The trim insert includes a body having a trim surface configured to engage a surface of a wheel, opposing first and second sides intersecting the trim surface, and opposing third and fourth sides intersecting the trim surface. Each of the first and second side portions extends from the third side portion to the fourth side portion. The body comprises one or more of the following: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive a friction material of the friction device; and/or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

A friction device for use on a vehicle includes a baseplate adapted to mate with a brake head of the vehicle, a friction material disposed on the baseplate to form a braking surface that engages a wheel of the vehicle, and at least one wheel trim insert disposed within the friction material. The at least one wheel trim insert includes a trim surface configured to face the wheel, opposing first and second side portions intersecting the trim surface, and opposing third and fourth side portions intersecting the trim surface. Each of the first and second side portions extends from the third side portion to the fourth side portion. The at least one wheel truing insert includes one or more of: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive a friction material of the friction device; and/or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

Drawings

The subject matter of the invention may be understood by reading the following description of non-limiting embodiments with reference to the following drawings, in which:

FIG. 1 is a top view of a friction device;

FIG. 2 is a side view of the friction device shown in FIG. 1;

FIG. 3 is a cross-sectional view of the friction device shown in FIG. 1 taken along line III-III of FIG. 1;

FIG. 4 is a cross-sectional view of the friction device shown in FIG. 1 taken along line IV-IV of FIG. 1;

FIG. 5 is a cross-sectional view of the friction device shown in FIG. 1 taken along line V-V of FIG. 2;

FIG. 6 is a top view of a friction device according to one embodiment of the present subject matter;

FIG. 7A is a cross-sectional view of the friction device shown in FIG. 6 with one example of a wheel truing insert taken along line A-A of FIG. 6;

FIG. 7B is a cross-sectional view of the friction device shown in FIG. 6 with another example of a wheel truing insert taken along line A-A of FIG. 6;

FIG. 8 is a cross-sectional view of the friction device shown in FIG. 6 taken along line B-B;

FIG. 9 is a perspective view of another example of a wheel trim insert;

FIG. 10 is a perspective view of another example of a wheel trim insert;

FIG. 11 is a perspective view of another example of a wheel trim insert;

FIG. 12 is a bottom view of the wheel truing insert shown in FIG. 11;

FIG. 13 is a perspective view of another example of a wheel trim insert;

FIG. 14 is a bottom view of the wheel truing insert shown in FIG. 13;

FIG. 15A is a perspective view of another example of a wheel truing insert;

FIG. 15B is a side view of the wheel truing insert shown in FIG. 15A;

FIG. 16A is a perspective view of another example of a wheel truing insert;

FIG. 16B is a side view of the wheel truing insert shown in FIG. 16A;

FIG. 17 is a top view of another example of a friction device;

FIG. 18 is a side view of the friction device shown in FIG. 17;

FIG. 19A is a perspective view of the friction device shown in FIG. 17;

FIG. 19B is another perspective view of the friction device shown in FIG. 17;

FIG. 20 is a cross-sectional view of the friction device shown in FIG. 17 taken along line C-C of FIG. 17;

FIG. 21A is a cross-sectional view of the friction device shown in FIG. 17 taken along line D-D shown in FIG. 18;

FIG. 21B is a cross-sectional view of the friction device shown in FIG. 17 taken along line E-E of FIG. 18;

FIG. 22 is a perspective view of another example of a wheel trim insert;

FIG. 23A is a perspective view of another example of a wheel truing insert;

FIG. 23B is an end view of the wheel truing insert shown in FIG. 23A;

FIG. 24A is a perspective view of another example of a wheel truing insert;

FIG. 24B is a bottom view of the wheel truing insert shown in FIG. 24A;

FIG. 25A is a perspective view of another example of a wheel truing insert;

FIG. 25B is a bottom view of the wheel truing insert shown in FIG. 25A;

FIG. 26A is a perspective view of another example of a wheel truing insert;

FIG. 26B is a side view of the wheel truing insert shown in FIG. 26A;

FIG. 27A illustrates another example of a wheel truing insert;

FIG. 27B illustrates another view of the wheel truing insert shown in FIG. 27A;

FIG. 28 is a side view of another example of an integrated baseplate and wheel trim insert;

FIG. 29 is a perspective view of another example of an integrated baseplate and wheel trim insert;

FIG. 30 is a top view of a friction device having a coupling insert according to one embodiment;

FIG. 31 is a side view of the friction device shown in FIG. 30;

FIG. 32 is a cross-sectional view of the friction device shown in FIG. 30 taken along line A-A of FIG. 30;

FIG. 33 is a cross-sectional view of the friction device shown in FIG. 30 taken along line A-A of FIG. 30;

FIG. 34 is a cross-sectional view of the friction device shown in FIG. 32 taken along line B-B of FIG. 32;

FIG. 35 is a cross-sectional view of the friction device shown in FIG. 31 taken along line B-B of FIG. 32; and

FIG. 36 is a cross-sectional view of the friction device shown in FIG. 31 taken along line B-B of FIG. 32.

Detailed Description

One or more embodiments of the inventive subject matter described herein provide a friction device for use on a vehicle. The friction means may be a brake shoe. The vehicle may be a rail vehicle, but may alternatively be another type of vehicle. The friction device may include a base plate adapted to mate with a brake head of a vehicle and a composite friction material disposed on the base plate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends, and at least one wheel trim insert disposed or embedded within the composite friction material. The wheel truing insert may include a wheel truing surface for engaging a wheel of a vehicle, two longitudinal ends and two transverse ends. At least the two lateral ends of the insert further define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material therein. The groove may include a plurality of grooves vertically stacked on each other along the lateral ends. The groove may extend at least partially into the wheel truing insert along both longitudinal ends. The groove may include a plurality of grooves vertically stacked on each other along both lateral ends and both longitudinal ends. The friction means may further comprise a plurality of protrusions extending from both longitudinal ends. The plurality of protrusions may be elongated fins configured to engage the composite friction material.

In another example, a friction device for use on a vehicle may include a baseplate adapted to mate with a brake head of the vehicle and a composite friction material disposed on the baseplate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends. The friction device also includes at least one wheel trim insert disposed within the composite friction material, the wheel trim insert including a wheel trim surface for engaging a wheel of a rail vehicle, two longitudinal ends, and two lateral ends. At least the two longitudinal ends include a plurality of protrusions configured to engage the composite friction material at a distance from the backing plate. The two lateral ends may include a plurality of protrusions configured to engage the composite friction material at a distance from the backing plate. The plurality of protrusions may be elongated posts, such as pins, having a base extending from the longitudinal ends and a head extending from the base. The plurality of protrusions may be elongated fins extending along the longitudinal ends. The lateral end portion may further define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material therein. The at least one wheel trim insert may be formed from a material different from the composite friction material.

Another example of a friction device may include a baseplate adapted to mate with a brake head of a vehicle and a composite friction material disposed on the baseplate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends. The friction device includes at least one wheel trim insert disposed within the composite friction material, the wheel trim insert including a base having a first side closest to the bottom plate, a second side extending from the first side in a direction toward the braking surface, and a longitudinal axis. The first insert extends from the second side of the base and is offset from the longitudinal axis in a direction of the longitudinal flange side. The second insert extends from the second side of the base and is offset from the longitudinal axis in a direction of the longitudinal rim side. The first and second inserts each include two longitudinal ends, two lateral ends, and a wheel dressing surface for engaging a wheel of a rail vehicle.

Both longitudinal ends of the first and second inserts may include a plurality of protrusions configured to engage the composite friction material at a distance from the bottom plate. The plurality of protrusions may be posts including a base extending from both longitudinal ends and a head extending into the composite friction material. The plurality of protrusions may be elongated fins. At least both lateral ends of the first and second inserts may define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material. Both longitudinal ends of the first and second inserts may include a plurality of protrusions configured to engage the composite friction material. The wheel dressing surfaces of the first and second inserts may extend beyond the braking surface of the composite friction material. The at least one wheel trim insert may be connected to the base plate.

A friction device for use on a vehicle may include a base plate adapted to mate with a brake head of the vehicle, and a composite friction material disposed on the base plate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends. The friction device includes at least one wheel trim insert disposed within the composite friction material, the wheel trim insert including a wheel trim surface for engaging a wheel of a rail vehicle, two longitudinal ends and two transverse ends. At least the two lateral ends further define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material therein.

The at least one groove may include a plurality of grooves vertically stacked on each other along both lateral ends. The at least one groove may extend at least partially into the wheel truing insert along both longitudinal ends. The at least one groove may include a plurality of grooves vertically stacked on each other along both lateral ends and both longitudinal ends.

The friction means optionally further comprises a plurality of protrusions extending from both longitudinal ends. The plurality of protrusions may be elongated fins configured to engage the composite friction material.

A friction device for use on a vehicle may include a base plate adapted to mate with a brake head of the vehicle, and a composite friction material disposed on the base plate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends. The friction device may include at least one wheel trim insert disposed within the composite friction material, the wheel trim insert including a wheel trim surface for engaging a wheel of a rail vehicle, two longitudinal ends and two transverse ends. At least the two longitudinal ends include a plurality of protrusions configured to engage the composite friction material at a distance from the backing plate.

Both lateral ends may include a plurality of protrusions configured to engage the composite friction material at a distance from the backing plate. The plurality of protrusions includes a post having a base extending from a longitudinal end and a head extending from the base. The plurality of protrusions may be elongated fins extending vertically along the longitudinal ends.

The lateral end portion may further define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material therein.

The wheel trim insert may be formed from a different material than the composite friction material.

A friction device for use on a vehicle may include a base plate adapted to mate with a brake head of the vehicle, and a composite friction material disposed on the base plate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes a longitudinal flange side, a longitudinal rim side, and two opposing ends. The friction device includes at least one wheel trim insert disposed within the composite friction material. The insert includes a base having a first side closest to the floor, a second side extending from the first side in a direction toward the braking surface, and a longitudinal axis. The first insert extends from the second side of the base and is offset from the longitudinal axis in a direction of the longitudinal flange side. The second insert extends from the second side of the base and is offset from the longitudinal axis in a direction of the longitudinal rim side. The first and second inserts each include two longitudinal ends, two lateral ends, and a wheel dressing surface for engaging a wheel of a vehicle.

Both longitudinal ends of the first and second inserts may include a plurality of protrusions configured to engage the composite friction material at a distance from the bottom plate. The plurality of protrusions may include a post having a base extending from both longitudinal ends and a head extending into the composite friction material. The plurality of protrusions may be elongated fins.

The lateral ends of the first and second inserts may define at least one groove extending at least partially into the wheel trim insert to receive the composite friction material. The longitudinal ends of the first and second inserts may include a plurality of protrusions configured to engage the composite friction material.

The wheel dressing surfaces of the first and second inserts may extend beyond the braking surface of the composite friction material. The at least one wheel trim insert may be connected to the base plate.

The subject matter described herein provides a friction device having at least one bonding insert with various features to improve bonding between the insert and the composite friction material that makes up the bulk of the friction device. Unlike other friction devices, the inventive friction devices described herein may provide a favorable finished surface to the wheel surface while maintaining improved bonding characteristics between the wheel insert responsible for finishing and the composite friction material responsible for providing braking force to the wheel.

Referring to fig. 6-8, a friction device is shown according to at least one embodiment of the present subject matter. The friction means comprises a bottom plate which may be made of a metallic material, such as iron or steel. However, it is contemplated that the floor may also be made of reinforced composite materials suitable for use in locomotives, other rail vehicles, or other vehicles. The floor is generally arcuate in shape to allow the friction device to properly interact with the wheels (not shown) of the vehicle. The sole plate comprises a pair of repelling

lugs

2a, 2 b. The repelling lug may be integrally formed with the base plate and may extend from a top surface of the base plate. The repelling lugs are sized and positioned such that they mate with corresponding repelling lug receptacles (not shown) on a corresponding brake head (not shown). The repelling lug may be configured to be compatible with a variety of brake heads, or the repelling lug may be configured to correspond only with a specific type of brake head to prevent the friction device from being installed on an improper brake head.

The friction device may also include a key bridge. The key bridge may be integrally formed with the backing plate or the key bridge may be attached to the backing plate before the friction means is mounted to the brake head. Similar to the chassis base, the key bridge may be made of a metal material or a reinforced composite material. The key bridge is configured to be coupled to a brake head (not shown) of the vehicle. The opening 8 in the key bridge is configured to receive a locking key (not shown) that secures the friction device to the vehicle brake head. In the present configuration, the key bridge is generally circular, but it is contemplated that the key bridge may take on another shape to facilitate fastening the key bridge to the brake head.

The friction device includes a composite friction material 20. The composite friction material is secured to the base plate and extends therefrom along the surface opposite the repelling lugs and the key bridge 4. The composite friction material may include an adhesive layer (not shown) to be suitably secured to the backing plate. Alternatively, the composite friction material may be secured to the backing plate by another technique.

The composite friction material includes a flange side 22 facing the flange of the wheel, a rim side 24 facing the rim of the wheel (not shown), and opposing first and second ends 26, 28. The flange side and the rim side extend along the length of the friction device, with opposite ends extending and connecting between the flange side and the rim side.

The composite friction material forms the braking surface 30 of the friction device. The braking surface contacts a tread of a wheel of the rail vehicle to apply a braking force to the vehicle. The braking surface may also contact some or all of the vehicle wheel tread, wheel flange, and/or wheel rim. Composite friction materials typically take the form of an arc of a sole plate in order to properly interact with the wheel or wheel tread of a rail vehicle. The braking surface may also take the form of an arc of the sole plate. A composite friction material is a composite material that provides the required friction and braking force when forced against a wheel. The material providing the braking force may be a composite material, or may be a metal or metal alloy capable of applying an appropriate braking force to the wheel.

At least one wheel truing insert may be provided in the composite friction material to provide braking and wheel truing functions to the friction device. Referring to fig. 7A-10, a first embodiment of a wheel trim insert 50 is shown. As shown in fig. 9, the wheel truing insert includes a body having different sets of opposing sides, such as a first lateral end or side 52 and an opposing second lateral end or side 54, a first longitudinal end or side 56 and an opposing second longitudinal end or side 58, and a wheel truing surface or side 60 and an opposing curved and radially inward side (e.g., the bottom side of the body as shown in the figures). First and second lateral ends or sides span the wheel trim insert, and the first and second longitudinal ends or sides extend between the first lateral end or side and the second lateral end or side. As shown, each longitudinal side portion is connected and extends between the lateral side portions, and each lateral side portion is connected and extends between the longitudinal side portions. The longitudinal side portions extend along opposite edges of the wheel dressing surface, and the lateral side portions extend along the other opposite edges of the wheel dressing surface. The longitudinal sides may be angled toward each other and toward the wheel dressing surface. As shown in fig. 8, the wheel dressing surface extends generally between the flange side and the rim side of the composite friction material. Fig. 7A-8 illustrate a wheel trim insert encapsulated by a composite friction material and a wheel trim surface covered by a composite friction material. In such a case, the composite friction material may wear and eventually expose the wheel dressing surface as the friction device is repeatedly used. It is also contemplated that the wheel dressing surface may be flush with the braking surface and exposed to the wheel prior to the first use of the friction device.

The insert may be coupled with the base plate. As one example, the insert may be welded to the base plate (e.g., metal inert gas arc welding, tig welding, arc welding, spot welding, laser welding, etc.). As another example, the insert may be coupled with the base plate using a snap-in or snap-fit connection, wherein the insert is pushed into the base plate and locked. As another example, the base plate and the insert may be formed as one piece. Alternatively, the insert may be cast around a steel plate or wire form, or the insert may be press-fit into the base plate. The insert may be attached to the base plate using a structural adhesive.

Suitable backplanes may be made of metallic or non-metallic materials or combinations or composites. Suitable metallic materials may include iron and iron alloys. Suitable ferrous alloys may include steel. In one embodiment, the bottom plate may be made of a reinforced composite material. The base plate may be coated. Suitable coatings may include galvanic coatings (particularly where the base plate is formed of a corrodible metal), paints, and anodized layers. Suitable paints include enamels, epoxies and powder coatings. The base plate may be axially curved to follow the curvature of the wheel. The bending axis may be a wheel axis. In one embodiment, the friction structure is curved and coaxial with the wheel, while the sole plate follows the curvature of the friction structure to be coaxial with the wheel. In another embodiment, the sole plate is curved but not coaxial with the working surface of the wheel or friction structure. The degree of separation of the curvature of the sole plate relative to the friction structure may be selected according to application specific parameters.

The base plate may have a relatively smooth surface and may have one or more defined apertures therethrough and/or protrusions extending therefrom. In one embodiment, the base plate is contoured to increase its surface area. The increased surface area may provide more bonding surface that may be bonded with the friction structure. The undulations may be evenly dispersed throughout the base plate, or may be patterned such that some of the undulations are located near the edge or some of the undulations are concentrated closer to the centerline. The undulations may extend along the length of the base plate or may be oriented in the width direction. The undulations may impart stiffness in their direction of extension and curvature perpendicular to their direction of extension. In one embodiment, the undulation direction is skewed with respect to the length and width of the base plate. In one embodiment, there is a checkerboard pattern or equivalent to allow control of the stiffness and curvature of the floor while still increasing the surface area. By selecting a uniform thickness of the base plate (and thus by the bends in the base plate) or by using a non-uniform thickness across the base plate, various patterns and the like can be created.

In one embodiment, the base plate has a width that is the same as the width of the friction structure. In another embodiment, the width of the base plate is different from the width of the friction structure. A sole plate having a width less than the width of the friction structure may be sufficient to perform the sole plate support function while reducing overall weight and/or cost. A base plate having a width greater than the width of the friction structure may be sufficient to perform the support function of the base plate while providing enhanced support for the edges of the friction material. In one embodiment, the width ratio of the base plate to the friction structure, the length ratio of the base plate to the friction structure, and the ratio of the base plate thickness to the starting thickness of the friction structure are, independently of each other, in a range of less than about 0.5, in a range of about 0.6 to about 0.9, about 1, in a range of about 1.1 to about 1.2, in a range of about 1.2 to about 1.5, or in a range of greater than about 1.6. Suitable floor configurations may include a complete unbroken plate, grid, wire form, reinforced wire form, grid, or molded composite piece.

In one embodiment, the width of the working surface of the friction structure of the brake shoe is in a range of less than about 35%, in a range of about 36% to about 50%, in a range of about 51% to about 75%, in a range of about 76% to about 100%, or greater than about 101% relative to the width of the wheel tread (including at least a portion of the wheel flange that contacts the brake shoe during use). Suitable shoe widths can vary from side to side or from end to end. A suitable shape of the friction structure may follow the contour of the wheel, with a matching complementary contour. The edges of this shape may be formed with one or more of chamfers, ridges, edges or radii. In one embodiment, only one edge of the friction structure is contoured. In another embodiment, both edges are contoured to allow installation in either orientation. In one embodiment, the brake shoe is configured to fit the wheel of a new rail vehicle with a diameter in the range of less than about 600 millimeters, in the range of about 601 millimeters to about 1300 millimeters, or in the range of greater than about 1301 millimeters.

An example of a suitable friction structure is a brake pad. The brake pads may be used to slow or stop the vehicle. Suitable vehicles may include automobiles, trucks, buses, mining equipment, airplanes, and rail vehicles. Rail vehicles may include locomotives and rail cars and may be used to transport cargo and/or passengers. The friction structure may be formed from a composite friction material.

In one embodiment, suitable friction materials have a nominal friction pressure (RP) in a range of less than about 800N/cm²About 801N/cm²To about 1000N/cm²About 1001N/cm²To about 1500N/cm²Or greater than about 1501N/cm². In one embodiment, suitable friction materials have a rated friction speed (RV) in a range of less than about 20m/s, from about 21m/s to about 30m/s, from about 31m/s to about 50m/s, or greater than about 51 m/s. In one embodiment, the nominal continuous temperature operation (CT) of suitable friction materials ranges from about 300 ℃ to about 350 ℃, from about 351 ℃ to about 400 ℃, from about 401 ℃ to about 450 ℃, or greater than about 451 ℃. In one embodiment, the nominal short-term temperature (ST) of suitable friction materials ranges from about 500 ℃ to about 600 ℃, from about 601 ℃ to about 700 ℃, from about 701 ℃ to about 800 ℃, from about 801 ℃ to about 900 ℃, or greater than about 901 ℃. The foregoing ranges are based at least in part on and determined by the selection of friction materials, physical construction, and end use of the friction device.

In other embodiments, suitable friction structures may be semi-metallic. The semi-metal may include a non-metallic matrix (e.g., ceramic or polymer) and a metallic filler. For example, semi-metallic disks (pucks) of iron or copper powder may be bonded together by ceramics or polymers. The filler content may be selected based at least in part on the desired properties of the friction material and the friction structure made therefrom. Suitable filler contents may be expressed as a volume ratio or a weight ratio of the metal material to the matrix material. In various embodiments, suitable ratios may range from less than 50 wt%, from about 51 wt% to about 75 wt%, from about 76 wt% to about 90 wt%, or greater than 91 wt%. For example, a suitable formulation may be 90 grams of metal per 10 grams of substrate. In various embodiments, the filler of the friction structure may be metallic (as disclosed), non-metallic, or a combination of metallic and non-metallic materials.

The ceramic/iron material may be mixed, compressed and/or sintered at high temperatures to form a solid friction structure. Suitable binder or matrix materials may include one or more of resins (e.g., phenol formaldehyde), graphite (which may also be used as a friction material, zirconium silicate, etc. an example formulation including a binder is shown in table 1.

Composition (I)	Approximate range (% by weight)
		Aluminium silicate	25-35
Bronze particles	10-20
		Graphite	5-15
Vermiculite	10-20
		Phenolic resin	10-20
Steel fiber	3-7
		Rubber particles	3-7
Silica particles	1-5
		Aramid fibers	1-5

Powder size, fiber size, concentration distribution, particle size distribution, and morphology may be selected or controlled to affect the performance of the friction structure. If the filler is a powder, suitable powder size averages may be in the range of less than 100 microns, in the range of about 101 microns to about 250 microns, in the range of about 251 microns to about 500 microns, or greater than about 501 microns. As a distribution relative to the average particle size, the particle size distribution may range from about 0.5 to about 1, from about 1 to about 2, or greater than about 2. The morphology of the particles may be selected from suitable shapes. Suitable shapes may include spherical, ovoid, irregular, platelet, and polygonal. In some examples, the larger the surface area of the particle, the less brittle the friction structure is; in other examples, the more ridged particles provide relatively more friction and finishing than the smoother or more rounded particles. The hardness of the material selected as the filler powder, in combination with the filler content and particle morphology, can affect the performance of the friction structure. If the filler is a fiber, the fiber thickness and fiber length can be selected or controlled to affect performance. The fibers may be the same material as the powder filler, and in one embodiment, the filler may be a mixture of powder and fibers. Other suitable fibers may be formed from aromatic polyamides or aramids, such as Kevlar, Twaron, NomexTM, and Technora. Other suitable fibers may be formed from aliphatic or semi-aromatic polyamides, such as NylonTM. The polymer fibers may include one or more copolymers to control and affect crystallinity, melting or softening point, or the like. The length of the fibers can be controlled to affect performance. Suitable fiber lengths may be in the range of less than about 1 millimeter (mm), in the range of about 1.1mm to about 2mm, in the range of about 2.1mm to about 5mm, or in the range of greater than about 5.1 mm. Fiber thickness can be selected to control and affect performance. Suitable fiber thicknesses may be in the range of about. In one embodiment, the Denier (Denier) of the fiber is in a range of less than about 20d, in a range of about 21d to about 100d, in a range of about 101d to about 500d, in a range of about 501d to about 1500d, in a range of about 1501d to about 3000d, or greater than about 3000d, selected based at least in part on application-specific parameters.

Suitable polymers or polymer matrices may include phenols, ureals, epoxies, cyanates, aromatic heterocycles (e.g., polyimides, Polybenzoxazoles (PBO), polybenzimidazoles, and Polybenzothiazoles (PBT)), inorganic and semi-organic polymers (e.g., as may be derived from silicon-nitrogen, boron-nitrogen, and phosphorus-nitrogen monomers), and silicon-based polymers, as well as mixtures and copolymers of the foregoing. The polymer matrix, along with other additives, may include a flame retardant. Suitable flame retardants may include compositions comprising one or more of the following: aluminum, phosphorus, nitrogen, antimony, chlorine, bromine, and (in some applications) magnesium, zinc, and carbon.

A suitable friction structure may be secured to the base plate and extend from the base plate along a surface opposite the repelling lugs and the key bridges. In one embodiment, to secure to the base plate, the friction structure may include an adhesive layer (not shown) to properly secure to the base plate. In one embodiment, the friction material is secured by mechanical means with or without an adhesive layer. The friction structure may be secured to the base plate in a manner that may be selected based at least in part on application-specific parameters.

Suitable friction structures may include an outer layer that first contacts the surface of the wheel when newly installed. The outer layer may perform one or more of the following functions: preventing corrosion, chipping, wetting or fouling of the friction material during storage, transportation or installation; the first few turns after installation and braking provide the wheel surface with an initial coating to condition or treat the wheel surface; dressing the wheel surface and removing any debris or corrosion; filling cracks, pits and defects on the surface of the wheel; and so on. In one embodiment, the outer layer is removed from the working surface of the friction structure by friction during the first few revolutions during braking after installation. In one embodiment, the outer layer is peeled off after installation or a portion of the installation process.

The friction structure may include one or more wear indicators. In one embodiment, the wear indicator is molded into the friction material of the friction structure. The wear indicator is suitably located at the rear of the brake shoe. The bottom plate may be configured to form a wear indicator, or material may be removed to allow the wear indicator to be visible. Other suitable locations for the wear indicator may include near the end, around the periphery, at the centerline of the friction structure, at the distal end (or ends) of the friction structure, as part of a trim insert, and so forth. The wear indicator allows an observer to determine the useful life of the friction structure during use. In one example, a groove is formed in the friction structure from the working surface down to a determined depth. During use, the depth of the groove decreases as the working surface wears. The observer would then look for the groove and determine the lifetime by its remaining depth (absent if the lifetime is over and completely worn). Other examples of wear indicators may include differently colored portions of the friction structure. Alternatively, the trim insert may be configured to perform a wear indication function. In one embodiment, the RFID chip (or equivalent) is disposed in the friction structure at a depth that is the end of life setting for the friction structure. When the friction structure is worn to expose the RFID chip, the chip will no longer function and provide a signal in response to an interrogation (for a passive chip, an active chip may broadcast a signal, and the absence of a broadcast signal will indicate end of life). Of course, the RFID sensor will communicate with the wear indication chip so that it can determine when the brake needs to be replaced.

The material and other parameters of the trim insert may be selected with reference to the trim function, and the friction material may be selected with reference to the brake or friction function. Thus, in some embodiments, they may comprise similar materials, but differ in composition to perform their intended function. Such differences may be substantial (e.g., metal trim inserts within a composite friction structure) or may be relatively fine (e.g., both are ceramic iron metal filled structures, one of which has a different concentration of metal content). In one embodiment, the conditioning insert may be formed of a relatively harder and/or more abrasive material than the friction structure. For example, the wheel trim insert may be formed from a material having an abrasive property suitable for the wheel trim insert. The wheel trim insert rubs against the wheel surface when the brake shoe is applied to the wheel surface. The abrasive nature of the insert trims the wheel surface to prevent, reduce, or eliminate defects.

Suitable wheel trim inserts may be formed from relatively hard materials. A suitable material may be a metal. Suitable metals may include one or more of Al, Si, P, S, Cl, Ti, V, Cr, Mn, Fe, Co, Ni, Cu, Zn, Mo, Sn, Sb, Tl, and oxides, carbides, and alloys thereof. In one embodiment, the metal is iron or an iron alloy. Suitable iron and iron alloys may include those used in cast iron, wrought iron, and the like and formed by machining. Suitable cast irons may include malleable or ductile iron. Other suitable iron inserts include treated iron regardless of the manufacturing process. Suitable treated iron may include iron phosphide, iron nitride, heat treated iron, and the like. Certain steels may be used in various embodiments. The steel may have a controlled amount of carbon and/or chromium, and a controlled ratio of martensite to cementite structure. The selection of the alloy content can control the hardness and therefore the properties of the trim insert. In other embodiments, the trim insert may comprise a non-ferrous metal.

In other embodiments, a suitable trim insert may comprise a non-metallic matrix (e.g., ceramic or polymer), preferably with a metallic filler. For example, a ceramic disk filled with iron powder or iron filings may be used. The iron may be the same or different from the determined suitable iron type. The fill content may be selected based at least in part on the desired properties of the trim insert. Suitable filler contents may be expressed as a volume ratio or a weight ratio of the metal material to the matrix material. In various embodiments, suitable ratios may range from less than 50 wt%, from about 51 wt% to about 75 wt%, from about 76 wt% to about 90 wt%, or greater than 91 wt%. For example, a suitable formulation may be 90 grams of iron powder per 10 grams of ceramic matrix. The ceramic/iron material may be mixed, compressed, and sintered at high temperatures to form a solid trim insert. Powder size and particle size distribution can also be controlled to affect performance. Suitable powder size averages may be in the range of less than 100 microns, in the range of about 101 microns to about 250 microns, in the range of about 251 microns to about 500 microns, or greater than about 501 microns. As a distribution relative to the average particle size, the particle size distribution may range from about 0.5 to about 1, from about 1 to about 2, or greater than about 2. The morphology of the particles may be selected from suitable shapes. Suitable shapes may include spherical, ovoid, irregular, platelet, and polygonal. In some examples, the larger the surface area of the particles, the less brittle the trim insert; in other examples, the more ridged particles provide relatively more friction and finishing than the smoother or more rounded particles. The hardness of the material selected for the filler powder, in combination with the filler content and particle morphology, can affect the performance of the trim insert. In one embodiment, the wheel trim insert may be formed of a relatively harder and/or more abrasive material than the friction material. For example, the wheel trim insert may be formed from a material having an abrasive property suitable for the wheel trim insert. The wheel trim insert rubs against the wheel surface when the brake shoe is applied to the wheel surface. The abrasive nature of the insert trims the wheel surface to prevent, reduce, or eliminate defects.

While various wheel trim inserts are shown, other embodiments may have a different number (e.g., more or less) of wheel trim inserts used along the rim side, as determined with reference to application-specific parameters. Further, in other embodiments, the inserts may have a non-rectangular shape and are selected to trim the wheel rim. Other suitable shapes may be selected with reference to the desired performance, but polygonal and oval shapes are widely available in various types of use. The wheel-finished surface may be in use free of blemishes on the wheel and/or a coating may be applied to the subsequently finished surface. The shape of the inserts, the number of inserts, the material of the inserts, and other factors (e.g., volume, weight, density, and end use) can be selected to achieve the desired and commensurate effects of the inserts.

Additional features of the wheel trim insert for facilitating mechanical bonding of the insert to the composite friction material of the friction device will now be described. These features may help to increase the shear and pull-off strength required to separate or loosen the wheel trim insert from the composite friction material. These bonding features may also help to mitigate cracking of the composite friction material closest to the wheel trim insert.

As shown in fig. 8 and 9, a first example of these coupling features may be one or more grooves 62 or recesses in the wheel trim insert. (not all grooves are labeled in the figures for clarity). The grooves may extend along lateral ends or sides of the wheel trim insert. The grooves may be formed as linear grooves oriented parallel to each other and parallel to the wheel dressing surface. Each groove may extend into a lateral side portion and may extend continuously from one longitudinal side portion to the other longitudinal side portion without extending into either longitudinal side portion.

The grooves receive the composite friction material therein and improve the bonding characteristics between the composite friction material and the wheel trim insert along the lateral ends. This is illustrated in fig. 8, where the composite friction material extends into the wheel trim insert in the space provided by the grooves.

As another example, as shown in fig. 10, the grooves may further extend along one or both of the longitudinal ends or the side portions, thereby improving the mechanical bonding characteristics along the longitudinal ends. For example, the grooves may extend into all sides while remaining parallel to each other. Each groove may extend continuously through all sides, including through the intersection or edge between an adjacent pair of sides.

The grooves may extend along any end or combination of ends of the wheel trim insert. It is contemplated that the grooves may take any shape that can receive the composite friction material therein to improve the bond between the composite friction material and the wheel trim insert. It is further contemplated that the grooves may have any length, width, or depth to receive at least a portion of the composite friction material therein. The grooves may be different from one another and need not be uniform in shape or organization (organization) along the wheel trim insert. For example, as shown in fig. 9 and 10, the grooves may be organized in rows. However, the grooves may be staggered, vertically disposed within the wheel trim insert, or randomly arranged along the ends.

Referring now to fig. 7A, 7B and 11-14, a second feature for improving mechanical coupling includes one or

more protrusions

64, 70 extending from the wheel trim insert. (not all of the protrusions are labeled in the figures for clarity). As shown in fig. 11 and 12, one or more protrusions may extend from a longitudinal end of the wheel trim insert. As shown in FIG. 7A, the protrusions extend from the longitudinal ends and into the composite friction material. The protrusions may take the form of a plurality of posts. The post may include a base 66 attached to and extending from the longitudinal ends, a shaft 68 extending from the base, and a head 69 extending from the shaft. Each post may be a pin having a cylindrical body with a circular outer end. All of the posts may protrude the same distance from the longitudinal sides so that all of the posts are of equal length (within manufacturing tolerances). The length of the post is short relative to the length and/or width of the wheel trim insert. The extension of the post into the composite friction material can be used to increase the pull-off or shear strength required to separate the composite friction material. Although fig. 11 and 12 show the posts extending from the longitudinal ends of the wheel trim insert, the posts may also extend from the lateral ends. The posts may be organized in rows or columns across the ends of the wheel shaping insert, may be interspersed near the ends, or may be organized in another manner.

Referring now to fig. 13 and 14, the protrusions may also take the form of elongated fins 70. Similar to the post, the fins extend into the composite friction material to improve the bonding characteristics of the composite friction material to the wheel trim insert. As shown in fig. 7B, the fins extend from the longitudinal ends and into the composite friction material. It is contemplated that the fins may extend the entire length of the longitudinal ends, or, as shown in fig. 13 and 14, the fins may be organized in columns along the longitudinal ends. Although not shown, fins may also extend from the lateral ends. It is further contemplated that the fins may extend along the entire length of the longitudinal ends, or the fins may be staggered. The fins may also extend in a direction perpendicular or at an angle to the alignment direction shown in fig. 13. Fins of different weave patterns may also be used.

The fins may be planar bodies oriented parallel to each other. As shown, the fins may not extend along the entire width of the longitudinal sides. For example, each fin may extend along less than half of the width of the longitudinal side. Alternatively, the fins may extend along the entire length of the longitudinal sides from one transverse side to the other transverse side.

As shown in fig. 15A to 16B, the grooves and the protrusions may be used in combination with each other. In fig. 15A and 15B, the grooves extend along the lateral ends and the posts extend from the longitudinal ends. In fig. 16A and 16B, the grooves extend along the lateral ends and the fins extend from the longitudinal ends. Different patterns of protrusions and recesses may also be used. For example, the posts may extend from portions of the lateral ends not occupied by the grooves, and the combination of the posts and fins may extend from the longitudinal ends. A groove may extend along each end, and a fin may extend from a portion of the end not occupied by the groove. The organization of the grooves and protrusions need not be symmetrical about the wheel trim insert. For example, the groove may extend along the first lateral end and not along the second end. The post may extend from the first longitudinal end and not extend from the second longitudinal end. It is contemplated that another arrangement of protrusions and recesses may be used on either end of the wheel trim insert.

Referring again to fig. 7A and 7B, the protrusion may be located along the wheel trim insert at a distance D from the bottom plate of the friction device. This prevents the protrusions from interfering with the bonding of the bottom plate to the composite friction material and ensures that the protrusions adequately provide improved mechanical bonding characteristics between the composite friction material and the wheel trim insert. While the wheel trim insert 50 has been shown as having a cylindrical or finned protrusion, both and other shapes may be used for the insert to improve the bonding characteristics between the wheel trim insert and the composite friction material. The distance D may be greater than the distance between the grooves or between the protrusions.

Referring now to fig. 17-27B, a second embodiment of a wheel trim insert 80 having improved mechanical coupling features will now be described. Fig. 17 to 21B show a friction device 11 in which a wheel truing insert is provided. This friction device has the same features as the friction device described above, but the addition of the wheel trim insert creates

extensions

98a, 98a within the composite friction material. The extensions may be larger protrusions (e.g., larger than the posts), such as bumps, undulations, etc., that extend beyond the arcuate braking surface of the friction device and are encapsulated by the composite friction material. As shown in fig. 19A and 20, the

tread modifying surfaces

96a, 96b extend beyond the arc of the braking surface, forming an extension of the composite friction material and braking surface. However, the wheel dressing surface may be worn flush with the braking surface before or during use of the friction device, as shown in fig. 19B, 21A, and 21B.

A wheel truing insert disposed within a friction device is shown in fig. 22. The wheel trim insert includes a base 82 within the composite friction material adjacent the baseplate. Two inserts 84, 86 extend from the base to the braking surface. Each insert has a first lateral end or

side

88a, 88b, a second lateral end or

side

90a, 90b, a first longitudinal end or

side

92a, 92b, a second longitudinal end or

side

94a, 94b, and a

wheel dressing surface

96a, 96 b. The longitudinal axis L shown in fig. 19A and 19B extends along the braking surface and substantially bisects the base of the wheel truing insert. Alternatively, the longitudinal axis may represent a circumferential direction around a surface of the wheel that is in contact with the friction material of the friction device to slow or stop the movement of the wheel.

The insert is laterally offset from the longitudinal axis L in opposite directions. Specifically, the first insert is offset from the longitudinal axis L such that it is adjacent the flange side of the composite friction material, and the second insert is offset from the longitudinal axis L such that it is adjacent the rim side. Also shown in fig. 19A and 19B is a transverse axis V that extends across the braking surface and substantially bisects the base portion between the opposite ends. The insert may also be longitudinally offset from the transverse axis V in the opposite direction. Specifically, the first insert body 84 is offset from the transverse axis V so that it is closer to the first opposing end 26, and the second insert body 86 is offset from the transverse axis V so that it is closer to the second opposing end 28.

By offsetting the insert from both the longitudinal axis L and the transverse axis V, the friction device experiences improved manufacturing characteristics when molding the composite friction material around the wheel trim insert. Specifically, the longitudinally and laterally offset inserts allow the composite friction material to flow around and between the wheel trim inserts during molding. This allows the composite friction material to be evenly distributed around the wheel trim insert and between the inserts during the uniform molding process. The uniform distribution of the composite friction material and the uniform molding process help make the composite friction material more resistant to cracking around the wheel trim insert.

This configuration allows the wheel dressing surface to dress a large portion of the wheel surface when the friction device is applied to a wheel. This configuration also allows the composite friction material to fill the space between the offset inserts. The composite friction material is generally cruciform in shape between the inserts. Because the composite friction material occupies this space, additional mechanical bonding benefits are exhibited between the composite friction material and the insert. This results in greater shear strength and reduces cracking of the composite friction material in the area around the wheel trim insert, particularly around the insert body.

Similar to the wheel trim inserts described above, the insert body may also include grooves and

protrusions

64, 70 extending along

respective ends

88a, 88b, 90a, 90b, 92a, 92b, 94a, 94b of the insert body. Referring now to fig. 23A and 23B, the wheel truing insert may have grooves extending along the lateral ends of the two inserts. The grooves receive the composite friction material therein and improve the bonding characteristics between the composite friction material and the wheel trim insert along the lateral ends. This is illustrated in fig. 21A and 21B, where the composite friction material extends into the insert along the lateral ends of the insert in the space provided by the grooves.

It is envisaged that the grooves may also extend along the longitudinal ends of the insert body. This further improves the mechanical coupling properties of the wheel trim insert along the longitudinal ends. The grooves may extend along each

end

88a, 88b, 90a, 90b, 92a, 92b, 94a, 94b of the insert, or the grooves may extend along only some of the ends. The tissue of the groove along the end need not be symmetrical about the insert. For example, the groove may extend along the first transverse end 88a of the first insert and the first longitudinal end 92b of the second insert, but the groove may not extend along the first transverse end 88b of the second insert or the first longitudinal end 92a of the first insert. The grooves may also extend in a direction perpendicular or at an angle to the direction shown in fig. 23A and 23B. The grooves may take any shape or size that facilitates receipt of the composite friction material therein. Any number of grooves may also be present around the insert. The grooves may also take different shapes from one another and need not be uniformly organized around the ends. For example, as shown in fig. 23A and 23B, the grooves may be organized in columns, or the grooves may be staggered across the ends of the insert.

As shown in fig. 24A and 24B, columnar protrusions may extend from the longitudinal ends 92a, 92B, 94A, 94B. Similar to the post shown in fig. 11 and 12, the post shown in fig. 24A and 24B may include a base portion 66 extending directly from the longitudinal ends 92a, 92B, 94A, 94B, a shaft portion 68 extending from the base portion 66, and a head portion 69 extending from the shaft portion 68. The length of the post is short relative to the length and/or width of the wheel trim insert and the insert body. The extension of the post into the composite friction material may serve to increase the pull-off or shear strength required to separate the composite friction material from the wheel trim insert or vice versa. The increased pull-off or shear strength may also reduce the likelihood of bond instability between the composite friction material and the wheel trim insert disposed therein.

Although the posts are shown only on the longitudinal ends, it is contemplated that the posts may also extend from the lateral ends of the insert body. It is also contemplated that the posts may be organized around the end of the insert in any manner that will increase the pull-off or shear strength required to separate the composite friction material from the wheel trim insert. For example, the posts may be organized in rows or columns, or the posts may be interspersed at the ends with a minimal or reduced degree of organization. Posts having other tissue patterns along the end of the insert may be used.

As shown in fig. 25A and 25B, the protrusions may also take the form of elongated fins 70. Fins may extend into the composite friction material from the longitudinal ends to improve the bonding characteristics between the composite friction material and the wheel trim insert, as described above with respect to the post. Although the fins are shown extending from only the longitudinal ends, it is contemplated that the fins may also extend from the lateral ends of the insert body.

The fins may be organized along the end of the insert in another pattern that helps promote improved mechanical bonding characteristics between the composite friction material and the wheel truing insert described herein. For example, as shown in fig. 25A and 25B, the fins may be organized in rows, or the fins may be staggered. The fins may have different lengths along the end of the insert, or the length of the fins may be uniform. The fins may also extend in a direction perpendicular or at an angle to the direction shown in fig. 25A and 25B. Alternatively, fins having another weave pattern along the ends may be used.

As shown in fig. 26A to 27B, the groove and the protrusion may be used in combination on the insertion body. In fig. 26A and 26B, the grooves extend along the lateral ends of the insert body, while the posts extend from the longitudinal ends. In fig. 27A and 27B, the grooves extend along the lateral ends and the fins extend from the longitudinal ends. Grooves and protrusions of different weave patterns may also be used. For example, the posts may extend from portions of the lateral ends not occupied by the grooves. The combination of posts and fins may extend from the lateral ends. A groove may extend along each end, with the fins extending from portions of the ends not occupied by the grooves. The organization of the grooves and protrusions need not be symmetrical about the insert. For example, the groove may extend along the first longitudinal end of the second insert body, and the fin may extend from the first longitudinal end of the first insert body. Alternatively, grooves and protrusions having another arrangement may be used on the end portions.

Referring now to fig. 28 and 29, another embodiment of a wheel trim insert 180 is shown. The wheel trim insert is integral with the base plate 103 and extends from the base plate 103. Similar to the above-described sole plate, the sole plate is preferably made of a metallic material, such as iron or steel, but other reinforced composite materials may also be used. The wheel trim insert has

attachment portions

150, 152 to attach the wheel trim insert to the base plate. The base plate, the connecting portion and the wheel trim insert may be made of the same metal or composite material and formed as one piece, or these components may be made of different metal or composite materials and fastened together. The wheel trim insert is disposed within a composite friction material (not shown) and the backing plate is attached to the composite friction material. A friction device having an integral floor and wheel trim insert may appear substantially similar to the friction device shown in fig. 17-19B when fully assembled prior to use.

The wheel truing inserts shown in fig. 28 and 29 are examples. Another wheel truing insert, with or without the features described herein, may be made integral with the base plate as described in this embodiment. As shown, the wheel truing insert includes a base 182 and two

inserts

184, 186 extending from the base 182. Each insert includes two longitudinal ends 188a, 188b, 190a, 190b and two

transverse ends

192a, 192b, 194a, 194 b. Similar to the wheel truing inserts described above, the inserts may have additional features such as

protrusions

164, 170 and grooves 162 extending from

respective ends

188a, 188b, 190a, 190b, 192a, 192b, 194a, 194 b. As shown in fig. 28, the grooves extend along the transverse ends 188a, 188b and the fins extend from the

longitudinal ends

192a, 192b, 194a, 194 b. As shown in fig. 29, the transverse end 188a of the first insert includes a groove, while the first longitudinal side 192a includes a plurality of posts extending therefrom. As described above, any combination of grooves and protrusions or tissue on the end of the insert may be used as desired.

In another feature of the subject matter described herein, a friction device for use on a vehicle (e.g., a rail vehicle or other vehicle) can include: a baseplate adapted to mate with a brake head of a vehicle; a composite friction material disposed on the backing plate to form a braking surface of the friction device for engaging a wheel of a vehicle, the composite friction material including two opposing lateral ends and two opposing longitudinal ends; and at least one tread modifying insert disposed within the composite friction material, the tread modifying insert including a wheel modifying surface, a first opposing longitudinal side, a second opposing longitudinal side, a first opposing lateral side, and a second opposing lateral side. At least one curl (convolution) may be formed on at least one of the first opposing longitudinal side, the second opposing longitudinal side, the first opposing lateral side, or the second opposing lateral side such that a contact surface between the tread modifying insert and the wheel is altered as the tread modifying insert wears with contact with the wheel, thereby regenerating a surface of the wheel.

The tread modifying insert may be formed of a different material than the composite friction material and may be metallic. At least one crimp may be formed on each of the first and second opposing lateral sides. The crimp may include at least one convex portion and at least one concave portion. The first and second opposing lateral sides of the tread modifying insert may include at least one crimp, wherein each crimp includes at least one protrusion and recess. The curl of the first and second opposing lateral sides may include a plurality of alternating peaks and valleys.

The curl may include a plurality of alternating projections and recesses. The width dimension of the concave portion may be greater than the width dimension of the convex portion. The friction device may further include a key bridge connected to the baseplate and adapted to secure the friction device to a brake head of a rail vehicle. The tread modifying insert may be connected to the key bridge. The key bridge may be integrally formed with the base plate. The base plate may include at least one opening, and the key bridge may include at least one prong (prong) configured to engage the opening to secure the key bridge to the base plate.

The braking surface may include a first portion having a first radius of curvature and a second portion having a second radius of curvature different from the first radius of curvature. The base plate may be arcuate and include a convex surface and a concave surface. The wheel dressing surface may also be arcuate.

A method of forming a friction device for use on a vehicle may include: providing a baseplate adapted to mate with a brake head of a vehicle; and disposing a composite friction material on the baseplate to form a braking surface for engaging a wheel of the rail vehicle. The composite friction material may include two opposing lateral ends and two opposing longitudinal ends. The method may also include providing at least one tread modifying insert within the composite friction material. The tread modifying insert may include a wheel modifying surface, a first opposing lateral side, a second opposing lateral side, a first opposing longitudinal side, and a second opposing longitudinal side. The curl may be formed on at least one of the first opposing lateral side, the second opposing lateral side, the first opposing longitudinal side, or the second opposing longitudinal side such that a contact surface between the tread modifying insert and the wheel changes (thereby regenerating a surface of the wheel) as the tread modifying insert wears with contact with the wheel.

The method may also include forming the braking surface to include a first portion having a first radius of curvature and a second portion having a second radius of curvature different from the first radius of curvature. The method may further include forming a curl on the first and second opposing lateral sides. The crimp may include at least one convex portion and at least one concave portion. The method may further include forming at least one curl on the first and second opposing lateral sides, wherein a plurality of alternating recesses and one projection are formed on the first and second opposing lateral sides.

A friction device for use on a vehicle may include: a baseplate adapted to mate with a brake head of a vehicle; and a composite friction material disposed on the baseplate to form a braking surface of the friction device for engaging a wheel of the vehicle. The composite friction material includes two opposing lateral ends and two opposing longitudinal ends. The friction device may further include: at least one tread modifying insert disposed within the composite friction material and including a wheel modifying surface, a first opposing lateral side, a second opposing lateral side, a first opposing longitudinal side, and a second opposing longitudinal side. At least one crimp is formed on at least one of the first opposing lateral side, the second opposing lateral side, the first opposing longitudinal side, or the second opposing longitudinal side such that a contact surface between the tread modifying insert and the wheel is altered as the tread modifying insert wears in response to contact with the wheel, thereby regenerating a surface of the wheel.

The tread modifying insert may be formed of a material other than a composite friction material. For example, the tread modifying insert may be metallic. At least one crimp may be formed on each of the first and second opposing lateral sides. The curl portion may include at least one convex portion. The curl may be formed on first and second opposing lateral sides and include a plurality of alternating projections and recesses.

The curl may include a plurality of alternating projections and recesses. The concave portion may have a width dimension larger than a width of the convex portion.

The friction device may further include a key bridge connected to the baseplate and adapted to secure the friction device to a brake head of a vehicle. The trim insert may be connected to the key bridge. The key bridge may be integrally formed with the base plate. The base plate may include at least one opening, and the key bridge may include at least one prong that engages the opening to secure the key bridge to the base plate.

The braking surface may include a first portion having a first radius of curvature and a second portion having a second radius of curvature different from the first radius of curvature. The base plate may be arcuate and include a convex surface and a concave surface. The wheel dressing surface may be arcuate.

A method of forming a friction device for use on a vehicle comprising: providing a baseplate adapted to mate with a brake head of a vehicle; and disposing a composite friction material on the baseplate to form a braking surface for engaging a wheel of the vehicle. The composite friction material includes opposing lateral ends and opposing longitudinal ends. The method further comprises the following steps: at least one tread modifying insert is disposed within the composite friction material. The tread modifying insert includes a wheel modifying surface, a first opposing lateral side, a second opposing lateral side, a first opposing longitudinal side, and a second opposing longitudinal side. At least one crimp is formed on at least one of the first opposing lateral side, the second opposing lateral side, the first opposing longitudinal side, or the second opposing longitudinal side such that a contact surface between the tread modifying insert and the wheel is altered as the tread modifying insert wears in response to contact with the wheel, thereby regenerating a surface of the wheel.

The method may also include forming the braking surface to include a first portion having a first radius of curvature and a second portion having a second radius of curvature different from the first radius of curvature. The method may further include forming a curl on the first and second opposing lateral sides. The crimp may include at least one convex portion and at least one concave portion.

The method may optionally include forming one or more crimps on the first and second opposing lateral sides, wherein a plurality of alternating recesses and one projection are formed on the first and second opposing lateral sides.

Unlike other friction devices, the inventive subject matter described herein causes the contact surface between the insert and the tread of the wheel to change as the friction device wears. This allows regeneration of the wheel surface to occur at a speed that is advantageous for both the wheel and the friction device. Furthermore, this results in an improved bond between the bonded insert and the friction material constituting the friction means. The improved bond advantageously increases the shear or pull-off strength required to separate or loosen the bonded insert from the friction material.

As shown in fig. 30 and 31, a friction device 300 is shown according to one embodiment. The friction means comprises a bottom plate 302 preferably made of a metallic material, such as steel. However, it is envisaged that the floor plate may also be made of reinforced composite material suitable for use in rail vehicles. The bottom plate is generally arcuate in shape to allow the friction device to properly interact with the vehicle wheel tread. The base plate includes a pair of repelling

lugs

306a, 306 b. The repelling lug may be integrally formed with the base plate and may extend from a top surface of the base plate. The repelling lugs are sized and positioned such that they mate with corresponding repelling lug receptacles (not shown) on a corresponding brake head (not shown). The repelling lug may be configured to be compatible with a variety of brake heads, or may be configured to correspond only with a particular type of brake head to prevent the friction device from being installed on an improper brake head.

The friction device also includes a key bridge 304. The key bridge may be integrally formed with the base plate or may be attached to the base plate prior to installation. Like the chassis base, the key bridge may be made of a metal material or a reinforced composite material. The key bridge is configured to be coupled to a brake head (not shown) of a vehicle, such as a rail vehicle or other type of vehicle. The opening 308 in the key bridge is configured to receive a locking key (not shown) that secures the friction device to the vehicle brake head. In the present construction, the key bridge is generally M-shaped, but it is contemplated that the key bridge may be circular, triangular or may take any other necessary shape to facilitate fastening of the key bridge to the brake head.

The friction device includes a composite friction material. The composite friction material is secured to the base plate and extends from the base plate along a surface opposite the repelling lugs and the key bridges. To secure to the backing plate, the composite friction material preferably includes an adhesive layer to properly secure to the backing plate. It is also contemplated that the composite friction material may be secured to the backing plate by another technique. The composite friction material includes two opposing lateral ends or

sides

322, 324 and two opposing longitudinal ends or

sides

326, 328. The lateral ends extend along the length of the friction device, and the longitudinal ends extend between the lateral ends. The composite friction material forms a braking surface of the friction device. The braking surface contacts the vehicle wheel tread to apply a braking force to the vehicle. A composite friction material is a composite material that provides the necessary friction and braking forces when forced against the tread of a wheel. It is contemplated that the composite material may be any type of material capable of providing the appropriate braking force to the wheel tread. Although composite materials may be used, the material providing the braking force need not be a composite material. It may be a metal or metal alloy that can apply an appropriate braking force to the wheel.

Composite friction materials typically take the form of an arc of the sole plate in order to properly interact with the vehicle wheel tread. The braking surface may also take the form of an arc of the sole plate. As shown in fig. 31 and 32, the braking surfaces, while still maintaining the arcuate shape of the sole plate, may have different radii of curvature. The first outboard portion 332 of the braking surface may have a first radius of curvature and the second inboard portion 334 may have a second radius of curvature. It is also contemplated that the central portion 336 of the braking surface may have a third radius of curvature. The radius of curvature of the central portion may generally correspond to the wheel engaging surface 342 of the tread finishing insert 340, which will be described in more detail.

Referring now to fig. 32-37, tread modifying insert 340 is disposed in the composite friction material. The tread modifying insert includes a wheel engaging surface 342 for modifying a rail vehicle wheel tread, two opposing

lateral sides

344, 346, and two opposing

longitudinal sides

348, 350. The tread modifying insert is bonded and adhered to the composite friction material such that the insert is surrounded by the composite friction material within the friction device. Although the figures show the tread modifying insert completely surrounded by the composite friction material, it is contemplated that the wheel engaging surface 342 may be exposed to and flush with the braking surface. In either case, the wheel engaging surface of the tread modifying insert may be arcuate in shape to allow for advantageous modification of the vehicle wheel tread. With the composite friction material completely surrounding and encapsulating the tread trim insert, repeated braking of the vehicle will wear the composite friction material, eventually exposing the wheel engaging surface of the tread trim insert. Although there is only a single tread modifying insert 340, multiple tread modifying inserts may be provided along the friction device.

The tread modifying insert is formed of a hardened material, such as cast iron, another metal or metal alloy, or a sintered material. The tread modifying insert may be formed of another material having an abrasive property suitable for tread modifying insert applications. When the friction device is applied to the surface of the wheel tread, the tread modifying insert rubs against the wheel surface. The abrasive nature of the insert trims the wheel surface to prevent, reduce, or eliminate defects. Abrasiveness may also result in better tribological performance under extreme conditions. These defects may occur after the wheel is manufactured or may form on the wheel surface during operation of the vehicle. By including tread modifying inserts within the composite material, the friction device combines the braking advantage of the composite friction material with the wheel modifying advantage of the tread modifying inserts. In addition to the trimming advantage, the tread trimming insert also serves to provide a favorable braking force, which is particularly useful in severe weather conditions.

The tread modifying insert may also function to conduct heat away from the wheel tread during operation, which helps prevent overheating of the wheel. However, when the tread modifying insert is completely encapsulated by the composite friction material, the composite friction material acts as an insulating insert, thereby limiting the transfer of heat away from the wheel tread.

Referring now to FIG. 33, optional grooves may be provided in the composite friction material adjacent to both longitudinal sides of the tread modifying insert. The groove may partially span the opposite longitudinal side or completely span the longitudinal side. As shown in fig. 33, the grooves may extend partially into the composite friction material. However, it is contemplated that the grooves may extend all the way from the braking surface to the sole plate. The grooves provide an air gap 356 between the tread modifying insert and the composite friction material. This air gap allows heat to transfer from the wheel tread to the tread modifying insert and then to the ambient air. This advantageously allows the friction device to dissipate heat from the wheel tread during use.

Referring now to fig. 34-36, tread modifying inserts may take on various shapes that facilitate both the modification of the wheel tread and the incorporation of the tread modifying insert into the composite friction material. The shape may increase the pull-off strength required to separate or loosen the tread modifying insert from the composite friction material, thus improving the bond between the tread modifying insert and the composite friction material. The tread modifying insert includes an undulating crimp or undulation 360. The contoured surfaces may be along the opposing

side portions

344, 346. The undulating surface provides various shapes to the tread modifying insert to provide the advantageous modification to the wheel tread described above. As shown in fig. 34-36, the undulations are located on lateral sides of the tread modifying insert. It is also contemplated that the undulations may be located on longitudinal sides of the tread modifying insert. The undulations may also be located on both the lateral side and the opposite longitudinal side.

The undulations include protrusions 362 and recesses 364. The male portion extends outwardly from the opposite lateral side of the tread modifying insert as a protrusion, and the female portion extends inwardly from the opposite lateral side as a groove. A plurality of protrusions and recesses are shown, alternatively a single protrusion and recess or a single protrusion and recess may be provided on opposite lateral sides or opposite longitudinal sides of the tread modifying insert. The projections and recesses cause the surface area of the wheel engaging surface of the tread modifying insert to change as the tread modifying insert wears with repeated use of the friction device. The surface area of the wheel engaging surface may decrease and increase in size across the wheel engaging surface during use. This varying surface area allows surface regeneration of the wheel tread, but the force of regeneration is less than if the tread modifying insert had a constant surface area over the entire wheel engaging surface. The varying surface area also prevents over-adjustment of certain areas of the wheel tread. The organization of the projections and recesses and the varying surface area of the wheel engaging surface are described below.

A first configuration of tread modifying inserts is shown in fig. 34. This configuration aligns the projection on a first lateral side with the projection on the opposite second lateral side. The recesses on the lateral sides are also aligned with each other. In other words, the highest point or apex of the lobe on the first lateral side is aligned with (e.g., positioned equidistant from) the highest point or apex of the lobe on the opposing second lateral side in a direction perpendicular to the common surface. The lowest point or bottom point (nadir) of the recess on the first opposing lateral side is aligned with (e.g., positioned equidistant from) the lowest point or bottom point of the recess on the second opposing lateral side in a direction perpendicular to the common surface. This configuration of the projections and recesses allows the surface area of the wheel engaging surface of the tread modifying insert to shrink and increase over the surface of the entire wheel tread as the use of the friction device causes the tread modifying insert to wear.

Referring now to FIG. 35, a second configuration of tread modifying inserts is shown. This configuration aligns the male portion on the first lateral side with the female portion on the second lateral side. The recess on the first lateral side is aligned with the projection on the second lateral side. For example, the highest point or apex of the convex portion on one of the lateral sides is aligned with the lowest point or apex of the concave portion 64 on the other lateral side 44, 46. When the points, vertices or bottom points are equidistant from the common surface in a direction perpendicular to the common surface, the points, vertices or bottom points may be aligned with each other. This configuration of the protrusions and recesses allows the surface area of the wheel engaging surface to remain the same, although the portion of the wheel engaging surface that trims the tread of the wheel changes as the tread trimming insert 40 wears during use of the friction device.

Referring now to FIG. 36, a third configuration of tread modifying inserts is shown. This configuration aligns the male portion on the first lateral side with a midpoint 366 between the male and female portions on the second lateral side. The recess on the first lateral side is also aligned with a midpoint between the protrusion and the recess on the second lateral side. Each midpoint may be located midway between the apex of a protrusion and the base of an adjacent recess along the undulating surface between the protrusion and the recess. When a point, vertex, or bottom point is equidistant from a common surface in a direction perpendicular to the common surface, the point, vertex, bottom point, and/or midpoint may be aligned with each other.

Such a configuration may align the protrusions and recesses on the second lateral side with a midpoint between the protrusions and recesses on the first lateral side. This configuration of the protrusions and recesses may allow the surface area of the wheel engaging surface to remain the same, although the portion of the wheel engaging surface that trims the tread of the wheel changes as the tread trimming insert wears during use of the friction device.

Optionally, the body comprises a recess extending across the first side as an elongate groove from the third side to the fourth side. The elongated groove may be a first groove of a plurality of separate grooves in the body. The individual grooves may be oriented parallel to each other and to the dressing surface. An elongated groove may extend across each of the first, second, third, and fourth sides.

The body may include a protrusion protruding as one or more elongated posts from at least one of the first side, the second side, the third side, and/or the fourth side. The body may include a protrusion protruding as one or more fins from at least one of the first side, the second side, the third side, and/or the fourth side and elongated in a direction parallel to the conditioning surface.

The body may include recesses that extend into fewer than all of the first, second, third, and fourth sides, and the body includes protrusions that protrude from one or more of the first, second, third, and/or fourth sides that do not include recesses.

The body may include a base and one or more extensions extending outwardly from the base and toward the friction surface of the friction device. The extension may include one or more of a recess and/or a protrusion.

The body may comprise at least two said extensions offset from each other in a circumferential direction around the surface of the wheel.

Optionally, the body comprises a recess extending as an elongate groove across at least the first side from the third side to at least the fourth side. An elongated groove may extend across each of the first, second, third, and fourth sides.

The body may include recesses that extend into fewer than all of the first, second, third, and fourth sides, and the body may include protrusions that protrude from one or more of the first, second, third, and/or fourth sides that do not include recesses.

Optionally, the at least one wheel truing insert includes a recess extending as an elongated groove across at least the first side from the third side to at least the fourth side.

The at least one wheel truing insert may include a protrusion protruding as one or more elongated posts from at least one of the first side, the second side, the third side, and/or the fourth side.

The at least one wheel truing insert may include a protrusion protruding as one or more fins from at least one of the first side, the second side, the third side, and/or the fourth side and elongated in a direction parallel to the truing surface.

The singular forms also include the plural references unless the context clearly dictates otherwise. "optional" or "optionally" means that the subsequently described event or circumstance may or may not occur, and that the description may include instances where the event occurs and instances where it does not. Approximating language, as used herein throughout the specification and claims, may be applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which the quantitative representation may be related. Accordingly, a value modified by a term or terms, such as "about", "substantially", and "approximately", may not be limited to the precise value specified. In at least some cases, the approximating language may correspond to the precision of an instrument for measuring the value. Here and throughout the specification and claims, range limitations may be combined and/or interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise.

This written description uses examples to disclose the embodiments, including the best mode, and also to enable any person skilled in the art to practice the embodiments, including making and using any devices or systems and performing any incorporated methods. The claims define the patentable scope of the disclosure, and include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Spatial or directional terms, such as "left", "right", "inner", "outer", "above", "below", and the like, relate to the disclosure shown in the drawings and should not be considered limiting, as the disclosure may assume a variety of alternative orientations.

All numbers and ranges used in the specification and claims are to be understood as being modified in all instances by the term "about". By "about" is meant plus or minus twenty percent to plus or minus five percent of the stated value, such as plus or minus ten percent of the stated value. However, this should not be taken as limiting any analysis of the values under the doctrine of equivalents.

Unless otherwise indicated, all ranges or ratios disclosed herein are to be understood to encompass the beginning and ending values and any and all subranges or sub-ratios subsumed therein. For example, a stated range or ratio of "1 to 10" should be considered to include any and all subranges or sub-ratios between the minimum value of 1 and the maximum value of 10 (including the minimum value of 1 and the maximum value of 10); that is, all subranges or sub-ratios begin with a minimum value of 1 or more and end with a maximum value of 10 or less. Ranges and/or ratios disclosed herein represent averages of the specified ranges and/or ratios.

The terms "first," "second," and the like, are not intended to refer to any particular order or temporal sequence, but rather to refer to different conditions, characteristics, or elements. The term "at least" is synonymous with "greater than or equal to". The term "not greater than" is synonymous with "less than or equal to". As used herein, at least one of "… … is synonymous with one or more of" … … ". For example, the phrase "A, B and at least one of C" refers to either A, B or C, or A, B or any combination of any two or more of C. For example, "at least one of A, B and C" includes: a single one or more a; or a single one or more of B; or one or more C alone; or one or more a and one or more B; or one or more a and one or more C; or one or more B and one or more C; or one or more of all of A, B and C. The term "comprising" is synonymous with "including".

As used herein, the term "parallel" or "substantially parallel" refers to a relative angle (if extended to a theoretical intersection) between two objects (e.g., elongated objects and including a reference line) of 0 ° to 5 °, or 0 ° to 3 °, or 0 ° to 2 °, or 0 ° to 1 °, or 0 ° to 0.5 °, or 0 ° to 0.25 °, or 0 ° to 0.1 °, inclusive. As used herein, the term "perpendicular" or "substantially perpendicular" refers to a relative angle between two objects at their actual or theoretical intersection, ranging from 85 ° to 95 °, or 87 ° to 93 °, or 88 ° to 92 °, or 89 ° to 91 °, or 89.5 ° to 90.5 °, or 89.75 ° to 90.25 °, or 89.9 ° to 90.1 °, inclusive.

Claims

1. A finishing insert for a friction device, the finishing insert comprising:

a body having a dressing surface configured to engage a wheel, opposing first and second side portions intersecting the dressing surface, and opposing third and fourth side portions intersecting the dressing surface, each of the first and second side portions extending from the third side portion to the fourth side portion,

wherein the body comprises one or more of: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive a friction material of the friction device; or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

2. The trim insert of claim 1, wherein the body includes a recess extending as an elongated groove from the third side across the first side to the fourth side.

3. The trim insert of claim 2, wherein the elongated groove is a first groove of a plurality of separate grooves in the body.

4. The trim insert of claim 3, wherein the individual grooves are oriented parallel to each other and to the trim surface.

5. The trim insert of claim 2, wherein the elongated groove extends across each of the first, second, third, and fourth sides.

6. The trim insert of claim 1, wherein the body includes a protrusion protruding from at least one of the first side, the second side, the third side, or the fourth side as one or more elongated posts.

7. The trim insert of claim 1, wherein the body includes a protrusion protruding as one or more fins from at least one of the first side, the second side, the third side, or the fourth side and elongated in a direction parallel to the trim surface.

8. The trim insert of claim 1, wherein the body includes recesses that extend into fewer than all of the first, second, third, and fourth sides, and the body includes protrusions that protrude from one or more of the first, second, third, or fourth sides that do not include the recesses.

9. The trim insert of claim 1, wherein the body includes a base and one or more extensions extending outwardly from the base and toward a friction surface of the friction device, the extensions including one or more of the recesses or the protrusions.

10. The trim insert of claim 9, wherein the body includes at least two of the extensions offset from one another along a circumferential direction around a surface of the wheel.

11. A friction device for a wheel, the friction device comprising:

a friction material configured to engage a surface of the wheel to slow or stop movement of the wheel; and

a trim insert embedded in the friction material, the trim insert including a body having a trim surface configured to engage the surface of the wheel, opposing first and second sides intersecting the trim surface, and opposing third and fourth sides intersecting the trim surface, each of the first and second sides extending from the third side to the fourth side,

wherein the body comprises one or more of: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive the friction material of the friction device; or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

12. A friction device according to claim 11, wherein the body includes a recess extending as an elongated groove from the third side across at least the first side to at least the fourth side.

13. A friction device according to claim 12, wherein the elongate groove extends across each of the first, second, third and fourth sides.

14. A friction device according to claim 11, wherein the body includes a protrusion protruding as one or more elongated posts from at least one of the first, second, third, or fourth sides.

15. A friction device according to claim 11, wherein the body includes a protrusion protruding as one or more fins from at least one of the first side, the second side, the third side, or the fourth side and elongated in a direction parallel to the conditioning surface.

16. The friction device of claim 11, wherein the body includes recesses that extend into fewer than all of the first, second, third, and fourth sides, and the body includes protrusions that protrude from one or more of the first, second, third, or fourth sides that do not include the recesses.

17. A friction device for use on a vehicle, the friction device comprising:

a baseplate adapted to mate with a brake head of the vehicle;

a friction material disposed on the floor to form a braking surface that engages a wheel of the vehicle; and

at least one wheel trim insert disposed within the friction material, the at least one wheel trim insert including a trim surface configured to face the wheel, opposing first and second side portions intersecting the trim surface, and opposing third and fourth side portions intersecting the trim surface, each of the first and second side portions extending from the third side portion to the fourth side portion,

wherein the at least one wheel truing insert comprises one or more of: (a) a recess extending into one or more of the first side, the second side, the third side, or the fourth side and configured to receive the friction material of the friction device; or (b) a protrusion extending outward from the first side, the second side, the third side, or the fourth side and into the friction material of the friction device.

18. A friction device as set forth in claim 17 wherein said at least one wheel truing insert includes a recess extending as an elongated groove from said third side across at least said first side to at least said fourth side.

19. The friction device of claim 17, wherein the at least one wheel truing insert includes a protrusion protruding as one or more elongated posts from at least one of the first side, the second side, the third side, or the fourth side.

20. The friction device of claim 11, wherein the at least one wheel truing insert includes a protrusion protruding as one or more fins from at least one of the first side, the second side, the third side, or the fourth side and elongated in a direction parallel to the truing surface.